Method of preventing skid of wheels of a vehicle

ABSTRACT

A method of preventing wheels of a vehicle from skidding, including the steps of detecting the peripheral speed of a wheel and picking it up as a wheel-speed signal, detecting the vehicle speed and setting a reference wheel-speed signal based on the detected vehicle speed, deriving a wheel-acceleration signal from said wheel-speed signal, and setting a reference wheel-deceleration signal for comparison with said wheel-acceleration signal. During braking operation, the brake torque applied to the wheel is controlled such that it is maintained constant to prevent the further increase thereof when the level of the wheel-accleration signal decreases below the level of said wheel-deceleration signal under the condition that the level of said wheel-speed signal is higher than that of said reference wheel-speed signal. On the other hand, if the level of said wheel-speed signal is lower than that of said reference wheel-speed signal, the brake torque is reduced when the level of said wheel-acceleration signal decreases below the level of said reference wheel-deceleration signal. Preferably, in order to make much finer and more accurate control over the brake torque, various reference signals are set for comparison with said vehicle-speed signal, said wheel speed signal and said wheel-acceleration signal, and logical judgements are made on the respective signals. In addition, peripheral speeds of a plurality of wheels are preferably detected and the greatest peripheral speed thereof is used for estimation of said vehicle speed.

This is a continuation of application Ser. No. 1,213 filed Jan. 5, 1979.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a method of preventing skid of wheels of a vehicle, in which the slip rate of a wheel as well as the acceleration and deceleration thereof is added as one of essential factors for controlling the brake torque.

2. Brief Description of the Prior Art

When a vehicle is stopped abruptly, the wheels of the vehicle may be locked if the braking input to these wheels is too large. Once the wheels are locked during the braking, not only the braking efficiency is lowered but also the directional stability and steerability of the vehicle are lost dangerously.

The above stated danger can be avoided by automatically controlling the braking torque exerted on the wheel, irrespective of the braking input provided by the driver, such that the slip rate of the wheel falls within an appropriate range, e.g. between 15 and 20%.

To this end, various anti-skid braking method have been proposed up to now but any of them are not satisfactory from view points of performance, reliability and economy.

Generally, in the conventional anti-skid method as proposed, the acceleration of the wheel, as well as the deceleration, i.e. the negative acceleration of the wheel, is detected, and the braking torque is controlled by judging the possibility of the lock of wheel from the magnitudes of the acceleration and deceleration.

However, it is difficult to control under various conditions the braking torque in such a manner as to make the slip rate fall within an appropriate range, if the control relies solely upon the magnitudes of acceleration and deceleration of the wheel. It is therefore desirable to use the slip rate in a suitable manner as one of the controlling factors.

The term "slip rate" is used here to mean a rate which is given by the following equation:

    λ=1-Vw/V

where, λ, Vw and V represent, respectively, the slip rate, peripheral speed of the wheel and the speed of vehicle.

As will be understood from the above equation, there is no direct relation between the slip rate λ and the acceleration Vw of the wheel which is obtained by differentiating the peripheral speed Vw of the wheel. It is therefore necessary to detect the speed of the vehicle body, for determining the slip rate of the wheel during braking.

Various methods have been proposed for detecting the speed of the vehicle body, i.e. the vehicle speed: i.e. (1) to use a Doppler radar mounted on the vehicle, (2) to detect the vehicle speed from the peripheral speed of a specific non-braked wheel and (3) to calculate the vehicle speed through integrating the acceleration and deceleration. These conventional measures, however, inconveniently require complicated constructions of devices and have poor precision and reliability. Thus, it is not easy to obtain a method which affords the detection of vehicle speed in a satisfactory manner, from technical and economical points of view.

SUMMARY OF THE INVENTION

In view of the above, the present invention is primarily intended to provide a novel and improved anti-skid method for preventing skid of wheels of a vehicle, in which the slip rate of a wheel as well as the acceleration and deceleration thereof is used as one of essential factors for controlling the brake torque, and in which the brake torque is automatically controlled in a precise and simple manner with high reliability so as to maintain the slip rate within an appropriate range.

Another object of the present invention is to provide an anti-skid method of the character as described, in which in the speed range wherein lock of a wheel takes place frequently upon braking operation, the brake system is controlled to retain the duration of reduction in the brake torque starting from the occurrence of a possible wheel lock until the wheel begins to accelerate to positively obviate such a danger of wheel locks, so that skidding of the wheel is securely avoided irrespective of the slipperiness of road surfaces and the length of a time lag in operation of oil pressure control systems for controlling the brake system.

According to one aspect of the present invention, the peripheral speed of a wheel of a vehicle is detected and picked up as a wheel-speed signal, and the speed of the vehicle is detected so as to set a reference wheel-speed signal in a form suitable for comparison with the wheel-speed signal. Derived from the wheel-speed signal is a wheel-acceleration signal, for comparison with which a reference wheel-deceleration signal is set. During braking of the vehicle, the wheel-speed signal is compared with the reference wheel-speed signal while the wheel-acceleration signal is compared with the reference wheel-deceleration signal. At the instant when the level of the wheel-acceleration signal falls below the level of the reference wheel-deceleration signal if the level of the wheel-speed signal is higher than that of the reference wheel-speed signal, the brake torque applied to the wheel is controlled so that it is maintained constant to prevent the further increase thereof.

According to another aspect of the invention, if the attenuation rate of the wheel speed is too great due to an excessively large brake torque so that the level of the wheel-speed signal falls below the level of the reference wheel-speed signal and at the same time the level of the wheel-acceleration signal falls below the level of the reference wheel-deceleration signal, the brake torque is reduced irrespective of the brake force input. In addition, a second reference wheel-speed signal of a level lower than that of the first-mentioned reference wheel-speed signal is derived on the basis of the vehicle-speed as detected previously and when the level of the wheel-speed signal falls below the level of the second reference wheel-speed signal, the brake torque is also reduced. In this case, the reduction of the brake torque is continued for a preset period of time.

According to a specific aspect of the invention, when the level of said wheel-acceleration signal increases again to rise above the level of the reference wheel-acceleration signal as the brake torque is reduced to restore the wheel acceleration, the reduction of the brake torque is ceased if the level of the wheel-speed signal remains below the level of the reference wheel-speed signal.

Further, a low reference vehicle-speed, representative of the lowest threshold valve of the vehicle speed in which no anti-skid control operation is required, and a first reference wheel-acceleration signal representative of a positive wheel acceleration are set and the reduction of the brake torque is ceased similarly when the level of the wheel-acceleration signal rises above the level of the first reference wheel-acceleration signal under the conditions that the level of the vehicle-speed signal is higher than that of the low reference vehicle-speed signal and that the level of the wheel-speed signal is lower than that of the reference wheel-speed signal.

According to a further specific aspect of the invention, a second reference wheel-acceleration signal of a level higher than that of the first reference wheel-acceleration signal is set and the brake torque, after the reduction thereof being ceased, is controlled to be maintained constant for a further period of time until the wheel-acceleration signal reaches the level of the second reference wheel-acceleration signal.

According to a further aspect of the invention, the peripheral speeds of a plurality of wheels are detected and the aforementioned vehicle speed during braking is estimated from the highest one of the detected peripheral speeds and a rate of attenuation of the vehicle speed which has been preset.

The above and other objects, features and advantages of the present invention will be apparent from the following description, when read in conjunction with the accompanying drawings, which illustrates a few presently preferred embodiments of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1(a) is a schematic sectional illustration of essential parts of braking system of a vehicle and an oil pressure control system for controlling the braking torque exerted by the braking system, which embody the principles of the present invention;

FIG. 1(b) is a view similar to FIG. 1(a), showing a modified form of the braking system and oil pressure control system of FIG. 1(a);

FIG. 2(a) is a block diagram of an example of means for estimating the vehicle speed;

FIG. 2(b) is a block diagram of the essential parts of a control device for controlling the operation of the memory circuit as shown in FIG. 2(a);

FIG. 3 is a graph for explaining the operation of the vehicle-speed detecting means as shown in FIG. 2(a);

FIG. 4 is a view showing the association of FIGS. 4(a) and 4(b) with each other;

FIGS. 4(a) and 4(b) are one half and the other half, respectively, of a signal-processing circuit and a logical circuit for operating the oil pressure control system as shown in FIG. 1(a);

FIG. 5 is a view showing the association of FIGS. 5(a) and 5(b) with each other;

FIGS. 5(a) and 5(b) are one half and the other half, respectively, of a modified form of the signal-processing and logical circuits;

FIG. 6 is a timing chart for explaining, by way of example, the operations of the braking system and the oil pressure control system as shown in FIG. 1(a) and the wave forms of signals treated by the signal-processing circuit and logical circuit as shown in FIG. 4;

FIG. 7 is a view showing the association of FIGS. 7(a) and 7(b) with each other;

FIGS. 7(a) and 7(b) are one half and the other half, respectively, of a further modified form of the signal-processing and logical circuits; and

FIG. 8 is a timing chart for explaining, by way of example, the operations of the braking system and the oil pressure control system as shown in FIG. 1(a) and wave forms of signals treated by the signal-processing circuit and the logical circuit as shown in FIGS. 7(a) and (b).

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring first to FIG. 1(a), a brake pedal 1 is operatively connected to a master cylinder 2, such that a braking hydraulic pressure is generated in the master cylinder 2 as the brake pedal 1 is depressed by the driver's foot. The master cylinder 2 is connected, through a passage 3, to a braking oil chamber 11 formed between a pair of opposing pistons 7,8 disposed in a wheel cylinder 6 which turn is mounted on the body of an automobile. The pistons 7,8 have respective piston rods 9, 10 which extend outwardly through the end walls of the wheel cylinder 6. These piston rods 9, 10 are connected at their outer ends to respective one of a pair of brake shoes 5, 5' which are adapted to exert a braking torque upon frictional contact with a brake drum 4.

The arrangement is such that, when the brake pedal 1 is depressed, the master cylinder 2 generates the braking hydraulic pressure which is transmitted through the passage 3 to the braking oil chamber 11, so as to press and move the pistons 7, 8 away from each other. As a result, the brake shoes 5,5' are pressed against the frictional surfaces of the brake drum 4, so as to cooperate with the latter to exert a braking torque on the wheel.

If the braking hydraulic pressure in the braking oil chamber 11 is too high, the braking torque produced by the cooperation of the brake shoes 5,5' and the brake drum 4 becomes excessively large, so that the wheel is locked dangerously. In order to avoid this danger, a pair of control oil chambers 12, 12' are formed between the pistons 7,8 and corresponding end walls of the wheel cylinder 6. When the pressure in the braking oil chamber 11 has been raised to such a level as to incur a danger or possibility of the lock of wheel, the oil pressure in the control oil chambers 12, 12' is suitably controlled to suppress the movement of the pistons 7,8 caused by the braking hydraulic pressure.

The controlling oil pressure in the control oil chambers 12,12' is controlled by a controller having the following construction and function.

The control oil sucked from a tank T by means of a pump P and then pressurized is delivered, through a passage 15 and an accumulator 13, to the inlet port of an inlet valve 14 which is adapted to be switched by a solenoid coil 20. The outlet port of the inlet valve 14 is connected through a passage 16 to a control oil chamber 12 and further to the control oil chamber 12' through a passage 17. The control oil chamber 12 is connected through passages 16, 17 and 18 to the inlet port of an outlet valve 19 which is adapted to be switched by a solenoid coil 21. The control oil chamber 12' is also connected to the inlet port of the same outlet valve 19 through the passage 18. The outlet port of the outlet valve 19 is in communication with the oil tank T.

The inlet valve 14 is normally held at a rightwardly biased position as viewed in FIG. 1(a). In this state, the control oil chambers 12,12' are disconnected from the pump P and the accumulator 13. As the solenoid coil is energized upon receipt of a signal, the inlet valve 14 is switched to assume the left-hand side position as viewed in FIG. 1(a), so that the control oil discharged from the pump P is delivered to the control oil chambers 12,12' through the accumulator 13 and the inlet valve 14, so as to bias the pistons 7,8 toward each other, against the braking hydraulic pressure in the braking hydraulic chamber 11.

The outlet valve 19 is normally held at a leftwardly biased position as viewed in FIG. 1(a). In this state, the control oil chambers 12,12' are opened to the tank T via the outlet valve 19. As the solenoid coil 21 is energized by a signal delivered thereto, the outlet valve 19 is switched to assume the rightwardly biased position as viewed in FIG. 1(a), so that the control oil chambers 12, 12' are disconnected from the tank T.

In a first state of operation in which the inlet valve 14 and the outlet valve 19 have been switched to take the right and left-hand side positions, respectively, i.e. the state in which no signal is delivered neither to the solenoid coil 20 nor to the solenoid coil 21, the pistons 7, 8 are pressurized and moved solely by the braking hydraulic pressure in the braking oil chamber 11, because the control oil chambers 12, 12' are opened into the tank T. As a result, the braking torque increases freely in accordance with the braking operation made by the driver.

In a second state of operation in which the outlet valve 19 has been switched to take the right-hand side position, i.e. the state in which the signal is delivered to the solenoid coil 21 to energize the latter, the control oil chambers 12, 12' are disconnected from the tank T, so that the control oil in the control oil chamber 12,12' is blocked. Therefore, the pistons 7,8 are prevented from moving further, even if the braking oil pressure in the braking oil chamber 11 is increased. Consequently, the braking torque is maintained constant, irrespective of the braking operation made by the driver. This second state of operation is adopted when there is a possibility of a lock of the wheel.

In a third state of operation in which the inlet valve 14 and the outlet valve 19 have been switched to assume the left and right positions, respectively, i.e. in the state in which both of the solenoid coils 20, 21 are in receipt of respective signals, the control oil discharged from the pump P is forcibly fed into the control oil chambers 12,12' through the accumulator 13 and the inlet valve 14. Since the control oil chambers 12, 12' in this state are insulated from the tank T, the pistons 7,8 are moved toward each other, overcoming the braking hydraulic pressure in the braking oil chamber 11. As a result, the braking torque is decreased irrespective of the braking operation of the driver. This third state of operation is adopted when the wheel is in danger of the lock, i.e. when the possibility of lock of the wheel is greater.

FIG. 1(b) shows a modified form of the braking system, as depicted in FIG. 1(a), including a different hydraulic circuit arrangement. In this modification, an inlet valve 14' is actuated by a solenoid coil 20' and an outlet valve 19' is actuated by a solenoid coil 21'. A pair of control oil chambers 12, 12' are in fluid communication with a first outlet port of an inlet valve 14' by way of passages 16', 17', with a second outlet port of the inlet valve 14' being in fluid communication with an outlet port of an outlet valve 19' by way of a passage 18'. The construction of the remaining parts of this braking system is identical with that of FIG. 1(a) and thus the corresponding portions of FIG. 1(b) are indicated by the same reference numerals as those used in FIG. 1(a).

In this modification, when the solenoid coil 20', 21' are supplied with no signal, the respective control oil chambers 12, 12' are opened to the oil tank T and the braking system is in the same operating condition as the first state of operation in the FIG. 1(a) embodiment so that the brake torque during braking application can be increased freely in accordance with the driver's braking effort. In case the solenoid coil 21' is supplied with a signal, the outlet valve 19' is changed to the right-side position to disconnect the respective control oil chambers 12, 12' from the oil tank T, i.e., the brake system assuming the same operating condition as the second state of operation in the FIG. 1(a) embodiment, so that the braking torque is held in a constant level irrespective of the braking effort of the driver. Further, when the solenoid coils 20', 21' are supplied with signals, the inlet valve 14' is shifted to the left-side position and at the same time the outlet valve 14' is shifted to the left-side position to permit pressure oil discharged from the pump P to enter the respective control oil chambers 12,12' via accumulator 13 and inlet valve 14'. On this occasion, the control oil chambers 12,12' are both disconnected from the tank T and the braking system is brought into the same operating condition as the third state of operation in the FIG. 1(a) embodiment so that the brake torque is reduced independently of the driver's braking operation. In this manner, the braking system of FIG. 1(b) is essentially identical in mode of operation with that of FIG. 1(a) and hence in the following, description will be made in association with only the braking system as shown in FIG. 1(a).

In order to find the rate of slip of the wheel, it is necessary to estimate the speed of the automobile. A practical example of detecting means 32 for detecting the speed of the automobile will be described hereinafter with reference to FIGS. 2(a), 2(b) and 3.

Referring first to FIG. 2(a), the wheels are provided with respective wheel-speed detectors 22, 23, 24 and 25 adapted to detect the peripheral speeds of respective wheels. More specifically, these wheel-speed detectors are adapted to produce and deliver wheel speed signals in the form of frequency signals f₁, f₂, f₃ and f₄ in proportion to the peripheral speeds of corresponding wheels. These frequency signals f₁, f₂, f₃ and f₄ are in proportion to the peripheral speeds of corresponding wheels. These frequency signals f₁, f₂, f₃ and f₄ representing the peripheral speeds of respective wheels are then delivered to frequency converters 26, 27, 28 and 29, where they are converted into voltage signals Uw1, Uw2, Uw3 and Uw4 which are easier to handle. These voltage signals are, needless to say, in proportion to the peripheral speeds of respective wheels. FIG. 3 shows how the voltage signals Uw1, Uw2, Uw3 and Uw4 representative of the speeds of respective wheels are changed in relation to the time elasped, when the anti-skid device is functioning.

Referring again to FIG. 2(a), the wheel-speed voltage signals Uw1, Uw2, Uw3 and Uw4, which are the output from respective frequency-voltage converters, are then delivered to a high select circuit 30. The high select circuit 30 is adapted to select the wheel-speed voltage signal having the highest level of all wheel-speed voltage signals Uw1, Uw2, Uw3, Uw4 and produces the maximum wheel-speed voltage signal Uwmax as the output, as shown by thick line in FIG. 3.

The maximum wheel-speed voltage signal Uwmax produced by the high select circuit 30 is then delivered to a memory circuit 31 which has a constant current-discharging characteristic corresponding to a standard or reference deceleration during the braking. The memory circuit 31 produces, upon receipt of the maximum wheel-speed voltage signal Uwmax, an estimated-vehicle voltage signal U which is an attenuating signal having a gradient determined by the discharging characteristics of the memory circuit 31, as shown by a chain line in FIG. 3.

The memory circuit 31 comprises an attenuation signal generating device consituted by the memory means having a preset attenuation rate and is operable upon receipt of an output signal from the high select circuit 30 to output, on one hand, a signal of the same magnitude as received when the level of the output signal from the high select circuit 30 is greater than the level of a preset attenuation rate as memorized in the memory circuit 30 and, on the other hand, an attenuation signal U of the preset attenuation rate when it is not the case.

FIG. 2(b) illustrates one example of means for setting the discharging characteristic of the memory circuit 31. In this example, an output signal from a time-constant-setting circuit 31b, connected to a source of electric supply 31a, is sent to a discharge circuit 31c and an output signal from the discharge circuit 31c is in turn fed to the memory circuit 31 so that the memory circuit 31 can exhibit a predetermined discharging characteristic.

The estimated-vehicle-speed voltage signal thus obtained is delivered, as shown in FIGS. 4(a) and 4(b), to a reference wheel-speed signal setting circuit 33 which is adapted to set, upon receipt of the estimated-vehicle-speed voltage signal U, such a wheel speed as to cause a predetermined rate λ_(o) of slip. This circuit 33 consists of a division circuit and produces a reference wheel-speed voltage signal U_(R) given by the following equation.

    U.sub.R =(1-λ.sub.o)U

The reference wheel-speed voltage signal U_(R) is thus determined. A practical method and device for adding the rate of slip of wheel to the controlling factor will be described hereinunder.

Referring to FIGS. 4(a) and 4(b), the peripheral speed of the wheel, which constitutes the object of the control made by the braking torque, is detected by the wheel-speed detector 34 which is adapted to produce a wheel-speed frequency signal f_(i) in proportion to the speed of the wheel. This frequency signal f_(i) is directly converted into a wheel-speed voltage signal Uwi proportional to the wheel speed, by means of a frequency-voltage converter 35. In order to obtain this wheel-speed voltage signal Uwi, the wheel-speed detectors 22,23,24 and 25 and the frequency-voltage converters 26,27,28 and 29, which in combination constitute the means 32 for estimating the vehicle speed, may be used as the wheel-speed detector 34 and the frequency-voltage converter 35 for each wheel.

The wheel-speed voltage signal Uwi is then delivered, simultaneously, to a comparator circuit 36, differentiation circuit 37 and another comparator circuit 38. The comparator circuit 36 is adapted to compare the wheel-speed voltage signal Uwi with the reference wheel-speed voltage signal U_(R) which is delivered from the reference wheel-speed setting circuit 33, and to produce an output only when the level of the wheel-speed voltage signal Uwi is smaller than that of the reference wheel-speed voltage signal U_(R), i.e. only when the following inequality is satisfied.

    Uwi<U.sub.R

The differentiation circuit 37 is adapted to differentiate the wheel-speed voltage signal Uwi, so as to produce a wheel-acceleration voltage signal Uwi as its output. This wheel-acceleration voltage signal Uwi is immediately delivered to comparator circuits 40,41 and 42.

The comparator circuit 40 is adapted to compare the wheel-acceleration voltage signal Uwi with a reference deceleration voltage signal -Vwo which represents a previously set negative reference acceleration, and to produce an output only when the wheel-acceleration voltage signal Uwi is smaller than the reference wheel-deceleration voltage signal -Vwo, i.e. only when the following inequality is satisfied.

    Uwi<-Vwi

The comparator circuit 41 compares the wheel-acceleration voltage signal Uwi with a first reference wheel-acceleration signal Vw1, which has been set previously, and produces an output only when the value of the wheel-acceleration voltage signal Uwi is higher than that of the first reference wheel-acceleration voltage signal Vw1, i.e. when the following inequality is satisfied.

    Vw1<Uwi

Further, the comparator circuit 42 is adapted to compare the wheel-acceleration voltage signal Uwi with a previously set second reference wheel-acceleration voltage Vw2, the value of which is greater than that of the first reference wheel-acceleration signal Vw1, and to produce an output only when the value of the wheel-acceleration voltage signal Uwi is greater than that of the second reference wheel-acceleration voltage signal Vw2, i.e. only when the following inequality is satisfied.

    Vw2<Uwi

The output side of this comparator circuit 42 is connected to the input side of an inversion circuit 45 which is adapted not to produce any output as long as the comparator circuit 42 keeps the delivery of its output signal but produce and maintain an output signal over a period in which no output is delivered by the comparator circuit 42. Thus, the inversion circuit 45 has a function to invert the output from the comparator circuit 45.

Meanwhile, the comparator circuit 38 is adapted to compare the wheel-speed voltage signal Uwi with a previously set second reference wheel-speed voltage signal Vwo which represents an extremely low peripheral speed of the wheel, and to produce an output when the value of the wheel-speed voltage signal Uwi is smaller than the value of the second reference wheel-speed voltage signal Vwo, i.e. only when the following inequality is satisfied.

    Uwi<Vwo

The comparator circuit 38 is connected at its output side to the input side of a pulse generator 39 which is adapted to produce a pulse of a constant pulse width T immediately after the receipt of the output form the comparator circuit 38. Namely, the pulse generator 39 is adapted to produce and deliver an output only over a constant period T after the delivery of the signal by the comparator circuit 38.

The outputs from the comparator circuits 36,40,41, 42, as well as the output from the pulse generator 39, are delivered to the solenoid coils 20 and 21 for actuating the inlet valve 14 and the outlet valve 19 as shown in FIG. 1(a), after a logical processing performed by a logical circuit described herein-under.

Both of the comparator circuits 36,40 are connected at their output sides to the inputs of an AND circuit 43 and an OR circuit 44, while the comparator circuit 41 and the pulse generator 39 are connected at their output sides to the input of the OR circuit 44. The outputs of the AND circuit 43 and pulse generator 39 are further connected to the input side of an OR circuit 46, while the outputs of the OR circuit 46 and the inversion circuit 45 are connected to the input of an AND circuit 47. The outputs of the OR circuit 44 and the inversion circuit 45 are connected to the input of an AND circuit 48.

The AND circuit 47 is connected to the solenoid coil 20, such that, when the AND circuit 47 produces and delivers its output to the solenoid coil 20, the latter is energized to drive the inlet valve 14 from the right-hand side position to the left-hand side position as viewed in FIG. 1(a). Also, the AND circuit 48 is connected to the solenoid coil 21, such that, when the AND circuit 48 produces and delivers its output to the solenoid coil 21, the latter is energized to drive the outlet valve 19 from the left-hand side position to the right-hand side position as viewed in FIG. 1(a).

So being the logical circuit is constructed, the output signals derived from the comparator circuits 36, 40,41 and the inversion circuit 45, as well as the output signal from the pulse generator 39, are processed in the following manner.

It is supposed here that the peripheral speed of the wheel is greater than a second reference peripheral-speed of the wheel which is set sufficiently small and, accordingly, that the value of the wheel-speed voltage signal Uwi is greater than the value of the second reference wheel-speed signal Vwo, so as not to allow the pulse generator 39 to produce the output signal. Under such a condition, it is judged that there is no possibility of the lock of wheel, if the case is one of the following cases (a) and (b).

(a) The value of the wheel-speed voltage signal Uwi is greater than that of the reference wheel-speed voltage signal U_(R) and the value of the wheel-acceleration voltage signal Uwi falls within the range between the first reference wheel-acceleration voltage signal Vw1 and the reference wheel-deceleration voltage signal -Vwo.

Namely, following inequalities are satisfied.

    U.sub.R <Uwi

    -Vwo<Uwi<Vw1

(b) The value of the wheel-acceleration voltage signal Uwi is greater than that of the second reference wheel-acceleration voltage signal Vw2, irrespective of the level of the wheel-speed voltage signal Uwi. The following inequality is satisfied.

    Vw2<Uwi

When the case is either the case (a) or (b), neither the AND circuit 47 nor the AND circuit 48 produces the output signal, so that the solenoid coils 20 and 21 are not energized. As a result, the inlet valve 14 and the outlet valve 19 are maintained in the aforementioned first state of operation, so that the braking torque is freely increased in accordance with the braking operation made by the driver.

Also, when the case is one of the following cases (c), (d) and (e), it is judged that there is a possibility of the lock of wheel.

(c) The value of the wheel-speed voltage signal Uwi is greater than the value of the reference wheel-speed voltage signal U_(R) and the value of the wheel-acceleration voltage signal Uwi is smaller than the value of the reference wheel-deceleration voltage signal -Vwo. The following inequalities are satisfied.

    U.sub.R <Uwi

    Uwi<-Vwo

(d) Irrespective of the wheel-speed voltage signal Uwi, the value of the wheel-acceleration voltage signal Uwi is greater than the value of the first reference wheel-acceleration voltage signal Vw1 but smaller that the value of the second reference wheel-acceleration voltage signal Vw2. The following inequality is satisfied.

    Vw1<Uwi<Vw2

(e) The value of the wheel-speed voltage signal Uwi is smaller than that of the reference wheel-speed voltage signal U_(R) and the value of the wheel-acceleration voltage signal Uwi falls within the range between the reference wheel-deceleration voltage signal -Vwo and the second reference wheel-acceleration voltage signal Vw2. The following inequalities are satisfied.

    Uwi<U.sub.R

    -Vwo<Uwi<Vw2

If the case is one of the cases (c), (d) and (e), only the AND circuit 48 produces its output signal, while the AND circuit 47 does not produce the output. In such a case, therefore, the solenoid coil 21 is energized while the solenoid coil 20 is not, so that the inlet valve 14 and the outlet valve 19 are kept in the aforementioned second state of operation, so that the braking torque is not increased further but maintained constant, even if the force exerted by the driver's foot on the brake pedal is increased.

Further, if the case is the case (f) stated below, it is judged that the wheel is in danger of lock.

(f) The level of the wheel-speed voltage signal Uwi is smaller than that of the reference wheel-speed voltage signal U_(R) and the value of the wheel-acceleration voltage signal Uwi is smaller than the value of the reference wheel-deceleration voltage signal -Vwo. The following inequalities are satisfied.

    Uwi<U.sub.R

    Uwi<-Vwo

In this case, both of the AND circuits 47 and 48 are allowed to produce their output signals. Consequently, both of the solenoid coils 20 and 21 are actuated to put the inlet valve 14 and the outlet valve 19 in the third state of operation, so that the braking torque is decreased irrespective of the braking operation made by the driver.

Supposing here that the peripheral speed of the wheel has become extremely small to such an extent that the level of the wheel-speed voltage signal Uwi comes down below the level of the second reference wheel-speed voltage signal Vwo, the comparator circuit 38 produces an output, so that the pulse generator 39 produces an output pulse signal of a predetermined pulse width or duration T. So being the case, the level of the wheel-acceleration voltage signal Uwi is smaller than that of the second reference wheel-acceleration voltage signal Vw2, so that the inversion circuit 45 produces its output signal. Therefore, the AND circuits 47 and 48 produce their output signals, irrespective of the outputs from the comparator circuits 36,40 and 41, over a period T of duration of the pulse generated by the pulse generator 39. Consequently, the solenoid coils 20,21 are energized over the period T, so as to place the inlet and outlet valves 14,19 in the third state of operation, thereby to reduce the braking torque irrespective of the braking effort made by the driver.

When the vehicle under braking has entered a road whose surface has a low coefficient of friction from a road whose coefficient of friction is relatively high, a lock of wheel may take place due to a lag of response of the control system. In such a case, the comparator circuit 38 and the pulse genertor 39 in combination function as an additional circuit to release the wheel from the locked state and to securely prevent the subsequent lock.

A division circuit 49 and a comparator circuit 50 as shown in FIGS. 5(a) and 5(b) may be used in place of the combination of the comparator circuit 38 and the pulse generator 39 as shown in FIGS. 4(a) and 4(b). More specifically, in the arrangement as shown in FIGS. 5(a) and 5(b), the estimated-vehicle-speed voltage signal U is delivered also to the division circuit 49, which is provided separately from the aforementioned division circuit 33. The division circuit 49 sets a low reference wheel-speed voltage signal U_(R) ' of a level much lower than that of the reference wheel-speed voltage signal U_(R), and delivers the low reference wheel-speed voltage signal U_(R) ' as its output to the comparator circuit 50. The comparator circuit 50 then compares the low reference wheel-speed voltage signal U_(R) ' with the wheel-speed voltage reference signal Uwi, and produces an output signal only when the level of the wheel-speed voltage signal Uwi is smaller than that of the low reference wheel-speed voltage signal U_(R) ', and delivers it to the OR circuits 44 and 46. Other portions of the arrangement as shown in FIGS. 4(a) and 4(b) than specifically mentioned above are materially identical to those of FIGS. 4(a) and 4(b).

Therefore, in the circuit arrangement as shown in FIGS. 5(a) and (b), both of the solenoid coils 20,21 are energized to put the inlet and outlet valves 14,19 into the third state of operation, so as to decrease the braking torque independently of the driver's effort, when the level of the wheel-speed voltage signal Uwi has come down below the level of the low reference wheel-speed voltage signal U_(R) '.

FIG. 6 shows, by way of example, the operation of an anti-skid device incorporating the logical circuit as shown in FIGS. 4(a) and 4(b). In FIG. 6, axis of abscissa represents the time elapsed after the commencement of the braking. The axis of ordinate represents, from the upper end thereof to its lower parts, the estimated-vehicle-speed voltage signal U, wheel-speed voltage signal Uwi, reference wheel-speed voltage signal U_(R), and further to the bottom, wheel-acceleration voltage signal Uwi, output signal A from the comparator circuit 36, output signal B from the comparator circuit 40, output signal C from the comparator circuit 41, output signal D from the comparator circuit 42, the third, second and first states III,II,I of operation of the inlet valve 14 and the outlet valve 19, and the braking torque T_(B).

At an instant t=0 immediately after the commencement of the braking, the AND circuits 47,48 do not produce the output signal, so that the oil pressure control system of the braking apparatus is in the state I of operation. The braking torque T_(B) is therefore increased gradually and, accordingly, the levels of the wheel-speed voltage signal Uwi and wheel-acceleration voltage signal Uwi are lowered gradually.

At an instant t1, the level of the wheel-acceleration voltage signal Uwi comes down below the level of the reference wheel-deceleration voltage signal -Vwo. Then, the comparator circuit 40 comes to produce the output B. This means that it is judged that there is a possibility of lock of the wheel, and the AND circuit 48 produces an output. In this condition, however, the output A of the comparator circuit 36 has not been produced yet, so that the AND circuit 47 does not produce its output. Consequently, the oil pressure control system is held in the state II of operation, so as to maintain a braking torque T_(B) substantially constant.

In this state, the braking torque T_(B) assumes an excessively large value, due to the time lag of response of the oil pressure control system or the like reason, so that the wheel-speed voltage signal Uwi continues to decrease. As a result, the comparator circuit 36 comes to produce its output signal A at an instant t2. Since both of the outputs A and B from the comparator circuits 36 and 40 are available at this instant, it is judged that the wheel is in danger of lock. Then, both of the AND circuits 47 and 48 produce their outputs to energize both of the solenoid coils 20 and 21. Consequently, the oil pressure control system comes to assume the state III of operation so as to decrease the braking torque T_(B).

In accordance with the reduction of the braking torque T_(B), the acceleration of the wheel increases gradually. As a result, the level of the wheel-acceleration voltage signal Uwi comes to exceed the level of the reference wheel-deceleration voltage signal -Vwo at an instant t3. Consequently, the comparator circuit 40 comes to stop producing the output B, and it is judged that the danger of lock of wheel has been swept off. In this state, although the AND circuit 47 stops delivering its output, the output from the comparator circuit 36 is still alive, so that the AND circuit 48 continues to deliver its output. Thus, the oil pressure system comes again to assume the state II of operation, so as to keep the braking torque T_(B) substantially constant.

In this state, however, the braking torque T_(B) has been reduced to an excessively low level, due to the time lag of response of the oil pressure control system or the like reason, so that the wheel-acceleration voltage signal Uwi continues to increase. At the same time, the wheel-speed voltage signal Uwi comes to rise and, at an instant t4, the level of the wheel-acceleration voltage signal Uwi comes to exceed that of the first reference wheel-acceleration voltage signal Vw1, so as to cause the comparator circuit 41 to produce its output C. Further, at an instant t5, the level of the wheel-acceleration voltage signal Uwi comes to exceed that of the second reference wheel-acceleration signal Vw2, so that the output D is produced by the comparator circuit 42.

As a result, it is judged that there is no possibility of the lock of wheel, and both of the AND circuits do not deliver their outputs to de-energize the solenoid coils 20, 21. Consequently, the oil pressure control system comes again to assume the state I of operation, to allow the braking torque T_(B) to increase again.

In accordance with the increment of the braking torque T_(B), the level of the wheel-acceleration voltage signal Uwi becomes lower than that of the second reference wheel-acceleration voltage signal Vw2 at an instant t6, so that the comparator circuit 42 stops delivering its output D. However, since the output C of the comparator circuit 41 is still alive, it is judged that there is a possibility of lock of wheel, and the AND circuit 48 delivers its output so as to energize the solenoid coil. 21. Consequently, the oil pressure system resumes the second state II of operation, so as to maintain the braking torque T_(B) substantially constant.

As the level of the wheel-speed voltage signal Uwi is raised to such a level as to maintain an adequate rate of slip of wheel, at an instant t7, the level of the wheel-acceleration voltage signal Uwi comes down below the level of the first reference wheel-acceleration signal Vw1, so that the comparator circuit 41 stops delivering its output C. In this state, it is judged that the possibility of the lock of wheel has been wiped off. Since both of the AND circuits 47,48 do not produce their outputs in this state, both solenoid coils 20,21 are not energized to make the oil pressure control system assume the first state I of operation to allow the braking torque T_(B) to increase.

The above stated operation of the oil pressure control system is repeated to lower the vehicle speed without being accompanied by the lock of wheel.

FIGS. 7(a) and 7(b) shows still another embodiment of the signal-processing and logical circuits as shown in FIGS. 4(a) and 4(b).

Referring to FIGS. 7(a) and 7(b), the vehicle-speed voltage signal U as estimated by the vehicle-velocity estimating means 132 is delivered to the reference wheel-speed-signal setting circuit 133 and also to the comparator circuit 138. The reference wheel-speed-signal setting circuit 133 consists of a division circuit and adapted to set such a reference wheel-speed as to cause a predetermined slip rate λ_(o) for the estimated vehicle-speed-voltage signal U. More specifically, this circuit 133 sets a reference wheel-speed voltage signal U_(R) given by the following equation, and delivers it to the comparator circuit 136.

    U.sub.R =(1-λ.sub.o)U

The peripheral speed of the wheel, the braking torque of which is controlled, is detected by the wheel-speed speed detector 134 annexed to the wheel. The wheel-speed detector 134 produces, as its output, a wheel-speed frequency signal fi proportional to the peripheral velocity of the wheel. This frequency signal is directly converted into a wheel-speed voltage signal Uwi proportional to the peripheral velocity of the wheel, by means of the frequency-voltage converter 135.

In order to obtain this wheel-speed voltage signal Uwi for each wheel, the wheel-speed detectors 22,23,24, 25 and frequency-voltage converters 26,27,28,29, constituting the vehicle-speed estimating means 32 as shown in FIG. 2(a) may be used as the wheel-speed detectors 134 and the frequency-voltage converters 135 for respective wheels.

The wheel-speed voltage signal Uwi is then transmitted to the comparator circuit 136 and the differentiation circuit 137. The differentiation circuit 137 differentiates the wheel-speed voltage signal Uwi and produces a wheel-acceleration voltage signal Uwi as its output. This wheel-acceleration voltage signal Uwi is directly delivered to comparator circuits 140,141 and 142. The comparator circuit 136 is adapted to compare the wheel-speed voltage signal Uwi with the reference-wheel voltage signal U_(R), and produces its output, only when the level of the wheel-speed voltage signal Uwi is smaller than that of the reference wheel-speed voltage signal U_(R), and delivers its output A' to an AND circuit 143 and an OR circuit 145.

The comparator circuit 140 compares the wheel-acceleration voltage signal Uwi with a previously set reference wheel-deceleration voltage signal -Vwo which represents a predetermined negative reference acceleration. This comparator circuit 140 produces its output B' only when the level of the wheel-acceleration voltage signal Uwi is smaller than that of the reference wheel-deceleration voltage signal -Vwo, and delivers the output B' to the AND circuit 143 and the OR circuit 145.

The comparator circuit 141 is adapted to compare the wheel-acceleration voltage signal Uwi with a first reference wheel-acceleration voltage signal Vw1 which represents a previously set positive reference acceleration, and produces its output only when the level of the wheel-acceleration voltage signal Uwi is greater than the level of the first reference wheel-acceleration signal Vw1. The output C' of this circuit is delivered to the OR circuits 144 and 145.

The comparator circuit 142 is adapted to compare the wheel-acceleration voltage signal Uwi with a previously set second reference wheel-acceleration voltage signal Vw2 of a level higher than the first reference wheel-acceleration voltage signal Vw1, and produces an output D' only when the level of the wheel-acceleration voltage signal Uwi is higher than the level of the second reference wheel-acceleration voltage signal Vw2. The signal D' is delivered to an inverter circuit 146.

The comparator circuit 138 is adapted to compare the estimated-vehicle-speed voltage signal U with a previously set low reference vehicle-speed voltage signal Uo, and produces its output E' only when the level of the estimated-vehicle-speed voltage signal U is smaller that the level of the low reference vehicle-speed voltage signal Uo. The output E' is delivered to the OR circuit 144 and the inverter circuit 139.

The output from the AND circuit 143 and the OR circuit 144 are delivered to a flip-flop circuit 147. The output from the flip-flop circuit 147 in turn is delivered to an AND circuit 148. The output from the OR circuit 145 is delivered to an AND circuit 149, while the output from the inverter circuit 146 is delivered to the AND circuit 148 and another AND circuit 149. The output from the inverter circuit 139 is delivered to an AND circuit 150. The output from the AND circuit 148 is delivered to the solenoid coil 20, while the other solenoid coil 21 receives the output from the AND circuit 150.

In the control logical circuit as shown in FIGS. 7(a) and 7(b), the low reference vehicle-speed voltage signal Uo represents such a lower threshold vehicle speed as not to require the anti-skid operation. Therefore, when the estimated-vehicle-speed voltage signal U is smaller than the low reference vehicle-speed voltage signal Vo, the output E' delivered by the comparator circuit 138 is inverted by the inverter circuit 139 on its way to the AND circuit 150, so that no signal is delivered to the solenoid coil 21. Consequently, the braking torque can be increased freely in accordance with the braking operation made by the driver.

In contrast to the above, when the estimated-vehicle-speed voltage signal U is greater than the low reference vehicle-speed-voltage signal Uo, the inverter circuit 139 delivers its output to the AND circuit 150, although the comparator circuit 138 does not produce its output.

It is assumed here that a braking torque is applied to a wheel when the level of the estimated-vehicle-speed voltage signal U is greater than that of the low reference vehicle-speed voltage signal Uo. Since the deceleration of wheel is commenced simultaneously with the application of the braking torque, at least the comparators 141,142 do not produce their outputs, so that the output from the inverter circuit 146 is delivered to the AND circuits 148 and 149. Then, as the level of the vehicle-speed voltage signal Uwi has come down below the level of the reference wheel-speed voltage signal U_(R), while the level of the wheel-acceleration voltage signal Uwi comes down below the level of the reference wheel-deceleration voltage signal -Vwo, the comparator circuits 136 and 140 produce their outputs A' and B', so that the AND circuit 143 comes to produce its output to make the flip-flop circuit 147 commence the deliverey of its output. The flip-flop circuit 147 continues to produce its output until a next new signal is delivered thereto. As long as the flip-flop circuit 147 deliveres its output, the AND circuits 148,149 and 150 continue to produce their outputs, so that both of the solenoid coils 20,21 are energized. Thus, it is judged that there is a possibility of lock of wheel, and the braking torque is decreased irrespective of the braking operation made by the driver.

As the braking torque is decreased, the speed of wheel is gradually increased to make the level of the wheel-acceleration voltage signal Uwi become greater than the level of the first reference wheel-acceleration voltage signal Vw1, beyond the level of the reference wheel-deceleration voltage signal -Vwo. In this state, the comparator circuit 141 produces its output C' and deliveres it to the OR circuits 144 and 145. The flip-flop circuit 147, which has produced its output, stops producing the output due to a receipt of a signal from the OR circuit 144.

Meanwhile, provided that the level of the estimated-vehicle-speed voltage signal U has come down below the level of the low reference vehicle-speed voltage signal Uo, the comparator circuit 138 produces its output E' to cause the OR circuit 144 to produce the output. The flip-flop circuit 147 stops producing the output, by the receipt of the output from the OR circuit 144. In this state, neither of the AND circuits 148 and 150 produces the output, so that both of the solenoid coils 20,21 do not receive any signal.

On the other hand, if the flip-flop circuit 147 has stopped producing its output by the receipt of the signal C' from the comparator circuit 141, while the level of the estimated-vehicle-speed voltage signal U is still maintained higher than that of the low reference vehicle-speed voltage signal Uo, the AND circuit 148 does not produce any output and, accordingly, the solenoid coil 20 receives no signal. Although the other solenoid coil 21 is in receipt of the signal, the reduction of the braking torque is ceased at this instant.

Then, as the level of the wheel-acceleration voltage signal Uwi is further increased beyond the level of the second reference wheel-speed voltage signal Vw2, the comparator circuit 142 produces an output D'. The AND circuits 148,149 stop producing their outputs, because the signal D' is inverted by the inversion circuit 146. As a result, the delivery of signal to the solenoid coils 20, 21 is stopped to allow a free increase of the braking torque in accordance with the braking effort made by the driver.

FIG. 8 shows, by way of example, the manner of operation of an anti-skid device incorporating a contorlling logical circuit as shown in FIGS. 7(a) and (b). In FIG. 8, axis of abscissa represents the time elapsed. The axis of ordinate shows, from the top to bottom, the estimated-vehicle-speed voltage signal U, reference wheel-speed voltage signal U_(R), wheel-speed voltage signal Uwi and then the reference wheel-deceleration voltage signal -Vwo, first reference wheel-acceleration voltage signal Vw1, second reference wheel-acceleration voltage signal Vw2 and the wheel-acceleration voltage signal Uwi, and further down to the bottom, the output A' of the comparator circuit 136, output B' from the comparator circuit 140, output C' from the comparator circuit 141, output D' from the comparator circuit 142, signal F' to be delivered to the solenoid coil 20, signal G' to be delivered to the solenoid coil 21 and the braking torque T_(B).

At an instant immediately after the start of the braking, the braking torque T_(B) is increased gradually and, accordingly, the levels of the wheel-speed voltage signal Uwi and the wheel-acceleration voltage signal Uwi are decreased.

As the level of the wheel-acceleration voltage signal Uwi comes down below the level of the reference wheel-deceleration voltage signal -Vwo at an instant t1, the comparator circuit 140 comes to produce its output B', so that the signal G' is delivered to the solenoid coil 21. Consequently, the braking torque T_(B) is maintained substantially constant.

In this state, however, the braking torque T_(B) has become excessively large, due to a time lag of response of the oil pressure control system or the like reason, so that the level of the wheel-speed voltage signal Uwi continues to decrease further, and comes down below the level of the reference wheel-speed voltage signal U_(R) at an instant t2. In this state, the comparator circuit 136 produces its output A', so that the signal F' is delivered to the solenoid coil 20, thereby to decrease the braking torque T_(B).

The acceleration of the wheel is increased in accordance with the decrease of the braking torque T_(B) and, at an instant t3, the level of the wheel-acceleration voltage signal Uwi grows larger than the level of the reference wheel-deceleration voltage signal -Vwo, so that the comparator circuit 140 stops producing its output. However, the delivery of the signal F' to the solenoid coil 20 is continued due to the action of the flip-flop circuit 147.

At an instant t4, the level of the wheel-acceleration voltage signal Uwi comes to exceed the level of the first reference wheel-acceleration voltage signal Vw1. Then, the comparator circuit 141 produces its output C; so as to make the flip-flop circuit 147 stop the delivery of its output. Consequently, the delivery of the signal F' to the solenoid coil 20 is stopped, so that the braking torque T_(B) is maintained materially constant.

In this state, the braking torque has become excessively low, because of a time lag of response of the oil pressure control system or the like reason. Therefore, the level of the wheel-acceleration voltage signal Uwi as well as the level of the wheel-speed voltage signal Uwi continues to increase, and at an instant t5, the level of the wheel-acceleration voltage signal Uwi is increased beyond the level of the second reference acceleration voltage signal Vw2, so as to allow the comparator circuit 142 to produce its output D'. As a result, the delivery of the signal to the solenoid coils 20,21, is stopped to allow the braking torque T_(B) to increase. Then, at an instant t6, the level of the wheel-speed voltage signal Uwi comes to exceed the level of the reference wheel-speed voltage signal U_(R) so that the comparator circuit 136 stops producing its output A'.

The level of the wheel-acceleration voltage signal Uwi is gradually lowered as the braking torque T_(B) is increased and, at an instant t7, comes down below the level of the sencond reference wheel-acceleration voltage signal Vw2. In this state, the comparator circuit 142 stops producing its output D', so that a signal G' is delivered to the solenoid coil 21, thereby to maintain the braking torque T_(B) substantially constant.

Then, as the level of the wheel-acceleration voltage signal Uwi comes down below the level of the first reference wheel-acceleration voltage signal Vw1, at an instant t8, the comparator circuit 141 stops producing its output C', so that the delivery of the signal G' to the solenoid coil 21 is stopped to allow the braking torque T_(B) to increase.

The above-stated operation of the oil pressure control system is repeated to lower the vehicle speed, without incurring any lock of the wheel.

In this embodiment, the braking system is so controlled that the braking torque is decreased over a period starting from an instant at which the level of the vehicle-speed signal is larger than the level of the low reference vehicle-speed signal and the levels of the wheel-speed signal and the reference wheel-acceleration signal have come down below the levels of the reference wheel-speed signal and the reference wheel-deceleration, respectively, and ending at an instant at which the level of the wheel-acceleration signal has become greater than the level of the reference wheel-acceleration signal.

Therefore, it is possible to control the braking system, such that the reduction of the braking torque is continued, in the speed range in which the lock of wheel is liable to occur, from the instant at which the wheel has become in danger of lock to the instant at which the acceleration of wheel has commenced again to wipe off the danger of the lock of wheel.

Consequently, according to the invention, there is provided a method of preventing a skid of wheel of vehicle, which can surely prevent the skid of the wheel, irrespective of the slipiness of the road surface and the time lag of response of the oil pressure control system.

Other embodiments and modifications of the present invention will suggest themselves to those skilled in the art, and all such of these as come within the spirit of the invention are included within its scope as best defined by the appended claims. 

What is claimed is:
 1. An anti-skid method of preventing skid of wheels of a vehicle comprising: detecting the peripheral speed of a wheel of a vehicle and picking it up as a wheel-speed signal (Uwi), detecting the speed of the vehicle, setting from the detected vehicle speed a first reference wheel-speed signal (U_(R)) and a second reference wheel-speed signal (Vwo) of a level lower than that of said first reference wheel-speed (U_(R)) for comparison with said wheel-speed signal (Uwi), deriving a wheel-acceleration signal (Uwi) from said wheel-speed signal (Uwi), setting a reference wheel-deceleration signal (-Vwo) representative of a negative wheel acceleration for comparison with said wheel-acceleration signal(Uwi), comparing, during braking, said wheel-speed signal (Uwi) with said first and second reference wheel-speed signals (U_(R), Vwo) and also said wheel-acceleration signal (Uwi) with said reference wheel-deceleration signal (-Vwo), and controlling a braking torque (T_(B)) applied to said wheel such that said brake torque (T_(B)) is maintained constant from the time when the level of said wheel-acceleration signal (Uwi) falls below the level of said reference wheel-deceleration signal (-Vwo) if the level of said wheel-speed signal (Uwi) is higher than that of said first reference wheel-speed signal (U_(R)), and thereafter, said brake torque (T_(B)) is reduced from the first instant when the level of said wheel-speed signal (Uwi) falls below the level of said first reference wheel-speed signal (U_(R)) if the level of said wheel-acceleration signal (Uwi) remains below the level of said reference wheel-deceleration signal (-Vwo), or at the second instant when the level of said wheel-speed signal (Uwi) falls below the level of said second reference wheel-speed signal (Vwo), the reduction of said brake torque (T_(B)) taking place at an earlier one of said first and second instants.
 2. An anti-skid method as claimed in claim 1, in which said brake torque (T_(B)) is continued to reduce for a preset period of time from the instant when the level of said wheel-speed signal (Uwi) falls below the level of said second reference wheel-speed signal (Vwo) after said brake torque (T_(B)) begins to reduce.
 3. An anti-skid method as claimed in claims 1, 2, comprising detecting the peripheral speeds of a plurality of wheels of said vehicle, and determining said vehicle-speed from the highest one of the detected peripheral speeds and a preset rate of attenuation of the vehicle speed.
 4. An anti-skid method of preventing skid of the wheels of a vehicle comprising: detecting the peripheral speed of a wheel of a vehicle and picking it up as a wheel-speed signal (Uwi), detecting the speed of the vehicle, setting a reference wheel-speed signal (U_(R)) from the detected vehicle speed for comparison with said wheel-speed signal (Uwi), deriving a wheel-acceleration signal (Uwi) from said wheel-speed signal (Uwi), setting a reference wheel-deceleration signal (-Vwo) representative of a negative wheel-acceleration for comparison with said wheel-acceleration signal (Uwi), comparing, during braking, said wheel-speed signal (Uwi) with said reference wheel-speed signal (U_(R)) and also said wheel-acceleration signal (Uwi) with said reference wheel-deceleration signal (-Vwo), controlling a braking torque (T_(B)) applied to said wheel such that torque is maintained constant when the level of said wheel-speed signal (Uwi) is higher than that of said reference wheel-speed signal (U_(R)) and simultaneously the level of said wheel-acceleration signal (Uwi) is lower than that of said reference wheel-deceleration signal (-Vwo); and further comprising the steps of reducing the brake torque when the level of the wheel-speed signal is lower than that of the reference wheel-speed signal and simultaneously when the level of the wheel-acceleration signal is lower than that of the reference wheel-deceleration signal.
 5. An anti-skid method as claimed in claim 4 in which the reduction of said brake torque (T_(B)) is halted at the instant when the level of said wheel-acceleration signal (Uwi) rises above the level of said reference wheel-deceleration signal (-Vwo) as a result of the increasing acceleration of said wheel caused due to the reduction of said brake torque (T_(B)).
 6. An anti-skid method as claimed in claim 4 comprising: picking up said vehicle speed as a vehicle-speed signal (U), setting a low reference vehicle-speed signal (Uo) for comparison with said vehicle-speed signal (U), and a reference wheel-acceleration signal (Vw1 or Vw2) representative of a positive wheel acceleration for comparison with said wheel-acceleration signal (Uwi), and controlling said brake torque (T_(B)) in a manner such that as long as the level of said vehicle-speed signal (U) is greater than that of said low reference vehicle-speed signal (Uo), the reduction of said brake torque (T_(B)) is halted at the instant when the level of said wheel-acceleration signal (Uwi) rises above the reference wheel-acceleration signal(Vw1 or Vw2) as a result of the increasing acceleration of said wheel caused due to the reduction of said brake torque (T_(B)).
 7. An anti-skid method as claimed in claim 4 comprising: setting a reference wheel-acceleration signal (Vwi or Vw2) for comparison with said wheel-acceleration signal (Uwi), and controlling said brake (T_(B)) in a manner such that after said brake torque (T_(B)) begins to reduce, the reduction of said brake torque (T_(B)) is ceased at the instant when the level of said wheel-acceleration signal (Uwi) rises above the level of said wheel-deceleration signal (-Vwo) if the level of said wheel-speed signal (Uwi) is lower than that of said reference wheel-speed signal (U_(R)), and thereafter, said brake torque (T_(B)) is maintained constant as long as the level of said wheel-acceleration signal (Uwi) is higher than that of said reference wheel-deceleration signal (-Vwo) and lower than that of said reference wheel-acceleration signal (Vw1 or Vw2) if the level of said wheel-speed signal (Uwi) is lower than that of said reference wheel-speed signal (U_(R)).
 8. An anti-skid method of preventing skid of the wheels of a vehicle comprising: detecting the peripheral speed of a wheel of a vehicle and picking it up as a wheel-speed signal (Uwi), detecting the speed of the vehicle and picking it up as a vehicle-speed signal (U), determining a reference wheel-speed signal (U_(R)) based on said vehicle-speed signal (U) for comparison with said wheel-speed signal (Uwi), setting a low reference vehicle-speed signal (Uo) for comparison with said vehicle-speed signal (U), deriving a wheel-acceleration signal (Uwi) from said wheel-speed signal (Uwi), setting a reference wheel-deceleration signal (-Vwo) representative of a negative wheel-acceleration for comparison with said wheel-acceleration signal (Uwi), comparing, during braking, said vehicle-speed signal (U), said wheel-speed signal (Uwi) and said wheel-acceleration signal (Uwi) with said low reference vehicle-speed signal (Uo), said reference wheel-speed signal (U_(R)) and said reference wheel-deceleration signal (-Vwo), respectively, and controlling a brake torque (T_(B)) applied to said wheel such that as long as the level of said vehicle-speed signal (U) is greater than that of said low reference vehicle-speed signal (Uo), said brake torque (T_(B)) is maintained constant from the instant when the level of said wheel-acceleration signal (Uwi) falls below the level of said reference wheel-deceleration signal (-Vwo) if the level of said wheel-speed signal (Uwi) is higher than that of said reference wheel-speed signal (U_(R)), and thereafter, said brake torque (T_(B)) is reduced from the instant when the level of said wheel-speed signal (Uwi) falls below that of said reference wheel-speed signal (U_(R)) if the level of said wheel-acceleration signal (Uwi) remains below the level of said reference wheel-deceleration signal (-Vwo), and said brake torque (T_(B)) is permitted to increase freely at the instant when the level of said vehicle-speed signal (U) is decreased below the level of said low reference vehicle-speed signal (Uo).
 9. An anti-skid method as claimed in claim 8 comprising: setting a first reference wheel-acceleration signal (Vw1) for comparison with said wheel-acceleration signal (Uwi), and controlling said brake torque (T_(B)) in a manner such that, if the level of said vehicle-speed signal (U) is higher than that of said low reference vehicle-speed signal (Uo), the reduction of said brake torque (T_(B)) is halted at the instant when the level of said wheel-acceleration signal (Uwi) rises above the level of said first reference wheel-acceleration signal (Vw1) as a result of the increasing acceleration of said wheel after said brake torque (T_(B)) begins to reduce.
 10. An anti-skid method as claimed in claim 8 comprising: setting a second reference wheel-acceleration signal (Vw2) of a level higher than that of said first reference wheel-acceleration signal (Vw1), and controlling said brake torque (T_(B)) in a manner such that said brake torque (T_(B)), after beginning to reduce, is maintained constant as long as the level of said wheel-acceleration signal (Uwi) is higher than that of said first reference wheel-acceleration signal (Vw1) and lower than that of said second reference wheel-acceleration signal (Vw2) if the level of said wheel-speed signal (Uwi) is lower than that of said reference wheel-speed signal (U_(R)).
 11. An anti-skid method as claimed in claim 8 comprising detecting the peripheral speeds of a plurality of wheels of said vehicle, and determining said vehicle-speed from the highest one of the detected peripheral speeds and a preset rate of attenuation of the vehicle speed. 